Gas-engine.



No. 64u56. Y Pafemd aan. 9, |900.

G. S. SHAW. GAS ENGINE.

(Application led June 5, 1899.)

(No Model.) 2 Sheets-Sheet l.

TH: Nunms PErERs co.. PNoTn-Llmo.. WASHINGTON, oA c.;

No. 644,156- Patented'lan. 9, |900.

` G. S. SHAW.

GAS ENGINE.

- (Application filed June 5, 1899.) 1 (No Mode.) 2 Sheets-Sheet 2.

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UNTTTn STaTns FATTNT Trice.

GEORGE S. SHAIV, OF SPRINGFIELD, OI-IIO.

GAS-ENGINE..

SPECIFICATION forming part of Letters Patent No. 641,156, dated January,9, 1900.

Application led June 5, 1899. Serial No. 719,364. (No model.)

To @ZZ whom it may concern,.-

Be it known that I, GEORGE S. SHAW, a citizen of the United States,residing at Springiield, in the county of Clark and State of Ohio, haveinvented certain new and useful Improvements in Gas-Engines, of whichthe following is a specification, reference being had therein to theaccompanying drawings.

This invention relates to certain new and useful improvements ingas-engines.

The particular features of my invention have reference togovernor-controlled mechanism for regulating the transmission of thesucking force of the piston within the cylinder to an air and gas orgasolene inlet valveoperating device, whereby when the engine exceeds amaximum speed the inlet-valve will close the air-inlet passage more orless, while at the same time the proper ratio of gas, dac., and air willbe maintained.

My invention also relates to details of construction and arrangementhereinafter appearing, and particularly pointed out in the claims.

In the accompanying drawings, on which like reference letters andfigures indicate corresponding parts, Figure l represents a partial sideelevation of a gas-engine with my improvements applied thereto; Fig. 2,a partial end elevation of the same, showing my improvements appliedthereto; Fig. 3,a sectional view on the line to of Fig. 1 looking in thedirection of the arrows, and Fig. 4 a sectional View on the line y y ofFig. 2 also looking in the direction of the arrows.

In gas-engines it has usually been the custom to cut off the supply ofgas or gasolene, dac., when the engine was running fast withoutaffecting the air-supply. This arrangement was detrimental to theexplosive mixture, and consequently when the engine required anothercharge the charge was not up to the proper standard, with the resultthat the engine would run down to a low speed. Such fluctuation of thespeed was very detrimental to the proper working of the engine, and insome cases wholly uniitted it for use at all. With my construction,however,'the quality of the mixture always remains the same, while thequantity is regulated according to the speed or load of the engine.

The letterA represents an engine-cylinder,

to one side of which extends a projection B. This projection B has ascrew-threaded opening C, into which is screwed a nipple D. Upon thisnipple is screwed my governor attachment E. Such attachment is boredout, as shown at F, and has mounted therein a rotatable orpartially-rotatable cut-off valve G, within which is what I term amixing-chest H. This cut-off valve is supplied with suitable openings I,J, and K, respectively, the

opening I communicating with the inlet-passage L, leadinginto the engine-cylinder, while the passage J connects with the gas or gasolinesupply pipe and the passages K with the air-supply pipe, such pipesbeing illustrated at M and O, respectively. The cylindervalve isprovided with gudgeons P and Q, respectively, the former of which hasabearing in a cap R, while the latter of which extends through theopposite end S of the cylinder-casing and has mounted on its outer end acrank T in any suitable manner. This crank is slotted, as shown at U, toreceive a pin or stud V, projecting from a piston-stem W, such studbeing held in place in the slotted crank by a nut X. At right angles tothe cylinder G and slightly elevated above it is mounted a cylinder Y,which I will term the suction-cylinder, for the reason that it isoperated by the suction from the engine-cylinder, as will hereinafterappear. Within this cylinder is mounted a piston Z, to which isconnected a pistou-stem W, above referred to. As this piston-stem ismoved up and down the pin V will act to rock the crank T, and the slot Uin the crank will permit such rocking without deliectin g the stem W, sothat there is no binding of the stem in the bearings in the cylinderends. It will be observed that Ihave provided a passage 2, which I terma suctionpassage, connecting with the inlet-passage L and extendingabove the same and connecting with the lower end of the suction-cylinderY, as clearly seen in Fig. 4.. In the passage 2 is mounted a valve 3,which has stems a and 5 extending in opposite directions therefrom. Thestem 4 passes through a stuffing-box 6 and is adapted to be operatedupon by a lever 7, pivoted to an extension '8 from the frame structureE. The stem 5 projects within a recess 9 and is adapted to be pressedupon by a spring 10, the latter of which holds the valve IOO 3 upon itsseat when not acted upon in a manner presently to appear. Thus the stem4 normally holds the lower end of the lever in its outermost position.

I will now refer to the governor mechanism and the manner in which thepiston in the suction-cylinder is operated. The attachment E carries asleeved bearing 1l, which is adapted to receive a hollow shaft 12therein, such shaft being held from pulling out of the sleeve by meansof a collar 13, secured thereto bya set-screw 14, and a pulley 18, castor otherwise secured thereto, such collar and pulley being at therespective ends of said sleeve. A pair of governor-balls 16 are pivotedto said hollow shaft near its outer end, as shown at 17. Arms 22 in thenature of bell-crank levers extend from said balls and project withinnotches or recesses 23 in a shaft 15 and act to reciprocate said shaftin one direction to rock the lever 7 to the dotted-line position,asshown in Fig. 3. A tension-spring 21, mounted upon the shaft 15 betweena knurled nut 20 and a washer 2l', acts to return said shaft to itsoutward position when the governor-balls are in their normal position.The knurled nut may also be secured more or less on the shaft 15 toregulate the tension of the spring` 21, according to the desired speedof the engine, in a manner well known, it being understood that thegovernor-balls are operated through the pulley 18 by means of a belt orother suitable means. The inner end of the shaft 15 carries aspring-bumper 24, which is adapted to yield when coming in contact withthe lever 7, so as to prevent noise, as might possibly be the case wherethe shaft 15 itself came in direct contact with the lever.

Let us suppose that the governor-balls are placed under the propertension to remain in their normal in position 'when the engine isrunning, say, at a speed of one hundred and fifty revolutions per minuteand that such speed is being exceeded. This will immediately cause thegovernor-balls to Iiy outward, which action will shift the shaftlongitudinally in its bearings and will throw the upper arm of the lever7 inward, while its lower arm is thrown outward, as shown in dottedlines in Fig. 3. This action of the lever will cause the valve 3 to beraised from its seat, which willopen the passage 2, and consequently thesucking action of the piston in the engine A (not shown) will continueto create more or less of a vacuum in such passage, and as this passageis connected with the suction-cylinder a partial vacuum will be formedbeneath its piston, which will instantly cause it to descend; but assoon as this occurs the piston-stem, which engages with the crank T,-rigidly mounted upon the gudgeon Q, projecting from theinlet-valve,partially rotates such inlet-valve, which more or lesscloses the gas and air inlet passages simultaneously, therebydiminishing the mixture passing into the engine-cylinder. The instant,however, the

speed of the engine returns to normal the valve 3 is seated and a spring25 again returns the piston Z to its normally-raised position, a spring26 within the cap 27 of the cylinder Y acting to cushion the upwardstroke of the piston, so that there is no pounding or noise due to thepiston suddenly assuming its normal position. It will be understood,ofcourse, that this spring is much weaker than the spring 25. This upwardmovement of the piston Z in the suction-cylinder will again partiallyrotate the inlet-valve,so as to again fully open the air and gasorgasoleneports, thereby permitting a normal charge to again enter theengine-cylinder.

'Thus with my improvements I am enabled to quickly regulate the speed ofthe engine without diminishing the quality of the charge mixtureemployed, while at the same time the quantity of the charge mixture maybe quickly regulated in accordance with the speed of the engine,particularly when running above a predetermined or normal speed.

In order to prevent the explosive charge from passing back through theinlet-passage on the compression-stroke of the engine-pis` ton, a valve28 is provided of the ordinary or any approved construction.

Having thus fully described my invention, what I claim as new, anddesire to secure by Letters Patent, is-

1. In a gas-engine, the combination with an engine-cylinder having aninlet-passage and a suction-passage communicating therewith, a governorattachment connected with said inlet-passage, said attachment having amixing-chamber therein, an inlet-valve mounted within saidmixing-chamber,air and gas pipes communicating with said mixing-chamberand adapted tobe more or less cut oif by said Valve, a suction-cylindercarried by said attachment and connected with said suctionpassage, apiston mounted in said cylinder carrying a piston-stem, means forconnecting said stem with said inlet-valve, a governorcontrolled valvein said suction-passage for regulating the sucking action of theenginepiston upon the suction-piston, whereby said v suction-piston willbe operated in one direction to more or less rotate said inlet-valve,and means to return said suction-piston to normal position, therebyrotating said inletvalve to its normal position, all substantially asshown and described.

2. In a gas-engine, the combination with an engine cylinder having aninlet port communicating therewith, of a governor attachment having aninlet-passage and a suctionpassage therein, both of which communicatewith said engine inlet-passage, an inlet-valve mounted in saidattachment inlet-passage and adapted to more or less cut off the supplyof air and gas, a valve adapted to normally close said suction-passage,a centrifugal governor adapted to operate said second valve to open it,a suction-cylinder communicating with said suction-passage, a pistonmounted therein having a stem, a crank connected with said inlet-valveand with said stem, a spring to operate said suction-piston in theopposite direction to that caused by the suction, all substantially asshown and described.

3. In a gas-engine,the combination with an engine proper having aninlet-passage communicating therewith, of a governor attachmentconnected with said inlet-passage and having a continuation of saidinlet-passage, and a suction-passage communicating therewith, aninlet-valve having air-inlet, gas and explosive-mixture ports therein, asuctioncylinder, a suction-piston mounted therein having a stemextending therefrom, a crank connected with said inlet valve having aslotted opening therein, a stud projecting from said piston-stem andadapted to project within said slot, a valve in said suction-passagehaving a stem extending therefrom, a pivoted lever carried by saidattachment, one of whose arms is adapted to engage with said valve-stem,a slidably-mounted shaft arranged to engage with the other arm of saidlever, a governor device for operating said shaft and a spring tonormally hold'said valve seated, whereby the inlet-valve is operated tocut oi more or less of the supply of air and gas when the speed of theengine is above the normal, and means for setting the governors for suchnormal speed, all substantially as shown and described.

In testimony whereof I affix my signature in presence of two witnesses.

GEORGE S. SHAW.

Witnesses:

B. B. ESTERLINE, W. M. MCNAIR.

